VE images: Inside the Commodore

Holden’s all-new VE Commodore has a door pocket big enough for a wine bottle and a genuine aluminium strip across the dash of the luxury models.

That’s the sort of thought and passionate design that’s gone into the biggest, most expensive Commodore ever – the $1 billion VE.

The so-called VE Commodore is all new, and Holden designers made huge efforts to ensure the car not only looked the part, but felt it too. Perceived quality was one of the big goals for the VE.

Holden also claims greater differentiation between the various models and grades that make up the Commodore line-up.

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As part of the first wave of the carefully-choreographed launch program, drive.com.au got to sit in the Commodore SS-V, Calais-V and the Caprice.

The first thing we noticed was how much better it looks inside than the outgoing VZ model. Not that it was too difficult, because the VZ owes its heritage to the nine-year-old VT Commodore first seen in 1997.

Still, the VE is a vastly improved machine.

There are roughly three themes, as outlined below.

Basic models: Omega, Berlina

Being the entry-level variants, it’s no surprise the Omega and Berlina make do with a more basic interior trim level.

That doesn’t mean they feel cheap. Or, at least, not too cheap.

All models now come with a number of features that were considered relatively upmarket on luxury cars a few years ago.

For example, the indicator stalks – one of the only carryover parts for the VE – have an extra function and now only have to be tapped up or down to provide three clicks, which is ideal for changing lanes.

The headlights, too, default to automatic on and off, depending on the available light. So never again do drivers of the new Commodore have to worry about turning lights on and off.

The lighting of the instruments is a slightly bluer version of the green used in most Commodores; its official colour is verde.

The font used on the buttons and controls is the same as that Holden had used previously; “there wasn’t an issue with our ergonomics” says Holden interior designer John Field.

The overall design is simple but purposeful and, more importantly, functional.

The glovebox is one of the biggest in the business, with a split shelf for greater functionality. The boot, too, is the biggest ever, measuring 496 litres.

The centre console is also quite deep and useful, with the cigarette-lighter plug (or should that be phone charger?) housed within.

Luxury models: Calais, Calais-V, Statesman, Caprice

This is where the European influence really kicks in with the VE Commodore.

White illumination provides design “purity” says Holden. We like to think of it as Holden taking the best parts of makers like Lexus.

Either way, it gives the Calais and Caprice a distinctly different flavour to its less-luxurious brethren.

Other touches that help that cause include the sliding function of the centre console/arm rest to cover the cupholders and provide extra support for drivers who sit further forward.

Another Audi-esque touch to the Calais and Caprice are the pop-out door pockets, which make the best use of available space while also creating a quality feel.

There’s also a real aluminium strip across the dash (it’s thicker in the Caprice) and metal door handles inside; cold to the touch for that more upmarket feel.

And, while the leather trim may not be up with that from BMW or Audi, it still feels classy and matches well with the overall theme.

The long wheelbase Caprice also gets a premium Bose sound system. Bose was involved from the outset on the design and layout of the sound system, liaising with Holden on the location and size of speakers throughout the car.

As well as speakers in each door and a pair of subwoofers behind the rear passengers, the stereo includes a speaker in the centre of the dash and another in the centre of the roof, not far from the roof-mounted DVD player that feeds vision to the mini screens in the backs of the front headrests.

The Caprice also gets a unique look to better challenge luxury rivals it will ultimately compete with.

Sports models: SV6, SS, SS-V

Red is the order of the day inside the latest sports models from Holden.

The instrument cluster is lit in a bright red colour, with an afterburner-like pattern to the outer edges of the speedometer and tachometer.

There’s also the choice of three dash colours; red, orange or black.

But, if you really don’t fancy looking at a red dash, you can request a black one to go with your otherwise sporty-looking machine.

The seats of the SS, too, provide more support and continue with the colour-coded theme.

Alloy pedals and metal-look highlights throughout the cabin continue the sporty theme.

Here are some of the highlights of the interior of the VE Commodore:

Holden’s design team worked hard to ensure the proportions of the VE Commodore reiterated the rear-drive layout and created a muscular appearance. The front wheels were moved forward 67mm and the overhangs front and rear reduced to create a purposeful look.

There’s more differentiation between models within the Commodore range than ever before.

Holden chairman and managing director Denny Mooney pushed hard to reduce the panel gaps (the space between the panels on the car) to world-class standards. Panel gaps were reduced by 0.5mm thanks to new tooling; “we tore up millions of dollars of tools”, said Holden design boss Tony Stolfo.

Interior space for the VE is comparable to the VZ. Extra space outside is soaked up by improved safety, including things such as curtain airbags.

Curtain airbags are still optional on the Omega and Berlina, which is one of few safety omissions in the Commodore.

The VE Commodore was designed from the outset with left-hand-drive in mind. The instrument cluster can easily be switched to the opposite side of the car and the handbrake has a blank on the opposite side. The window and mirror controls are also now in the centre of the car, instead of being on the door trim.

Brands such as Audi, Lexus, BMW, Honda and Mercedes-Benz were benchmarked for the interior design of the VE Commodore. Elements of each are evident in various components.

Steering wheel buttons include stereo controls, including an Audi-like scroll wheel to adjust the volume.

All models have an electronic screen (complete with digital speedometer) between the two main circular instruments (one for the tachometer and the other for the speedometer).

Holden’s dream list was a bit longer than the billion-dollar budget could stretch; things like a keyless starting system are not available and are apparently not being considered in the near future.

Holden designed two-piece interior door panels to allow greater differentiation of models. There’s a choice of two door handles and two lower door pockets, allowing more luxurious models to look and feel more special.

Holden considered an upmarket slush-moulded dash skin for the VE Commodore, but it proved too expensive. Instead Holden pushed for improved tolerances and quality in other tooling techniques, making for a more upmarket-feeling interior.

The handbrake design looks very similar to that of the latest Saab 9-3. But Holden claims it had already designed the handbrake before the 9-3 hit the market, with the similarities suggesting to designers they were on to a winner.

Various components, including the roof-mounted pods for the entertainment system and cupholders, are being considered for use on other General Motors vehicles around the world.

The VE Commodore is 56.1mm wider than the VZ model it replaces; the front track is also 33mm wider while the rear track is another 41mm across.

The VE Commodore is 4894mm long, 18mm longer than the VZ.

The wheelbase of VE is up a whopping 126mm to 2915mm.

The VE Commodore’s turning circle is 11.4 metres.

The boot volume of the VE is up 31 litres to 496 litres, while wider openings make it easier to load larger items. There’s still no split-fold function to the seats, although a large fold-down section allows longer items to protrude into the cabin.

The boot of the VE Commodore has a more expensive hydraulic strut hinge system instead of the cheap lever-arm system that could foul on luggage in the boot.

Live online chat:Check out the full transcript of our exclusive webchat with Holden design boss Tony Stolfo. Read the webchat now.